Ballast recoverer for airships



1 645,065 11 1927' H. R. LIEBERT ET AL BALLAST RECOVERER FOR AIRSHIPSFiled May 5. 1926 4 Sheets-Sheet 1,

I gwuwntoab 2 20 Herman 1Q. Lieberf 74 27/9011); Hiya/26 1; 56 1s Oct.11 1927.

H. R. LIEBERT ET AL BALLAST REGOVERER FOR AIRSHIPS Filed May5, 1926 4Sheets-Sheet 2 m 4. B 2 in m 7 9 810 M u 1 w m d I\J\ M 7 Wm H Filed May5 1926 4 Sheets-Sheet 3 Sylvan $0M Oct. 11 192 7 H. R. LIEBERT ET ALBALLAST RECOVERER FOR AIRSHIPS Filed May 5, 1926 4 Sheets-Sheet 4gnucniom, Qrman Blieberl,

5 C Wilhelm Fi/cher,

Patented Oct. 11, 1927.

.UNITED STATES PATENT OFFICE.

HERMAN RICHARD LIEIBERT AND WILHELM FISCHER, OF AKRON, OHIO, ASSIGNORSTO GOODYEAR-ZEPPELIN CORPORATION,

DELAWARE.

OF AKRON, OHIO, A CORPORATION OF BALLAST RECOVERER FOR AIRSHIPS.

Application filed May 5, 1926. Serial No. 106,842.

Our invention relates to airships and it has particular relation to anapparatus adapted to operate in conjunction with internal combustionengines mounted upon airships and which will separate the water ofcondensation from the engine exhaust gases, such water of condensationbeing employed as ballast to compensate for the loss of peight caused bythe consumption of engine uel.

One object of our invention is to provide an apparatus adapted toseparate the water of condensation from the exhaust gases of internalcombustion engines and to provide for utilizing the air heated duringthe process of cooling the exhaust gases for the purpose of heating therooms of the airship.

Another object of our invention is to provide an apparatus which willseparate water of condensation from exhaust gases of internal combustionengines, and which will separate soot and unburned particles of foreignmatter from the exhaust gases.

Another object of our invention is to provide a novel arrangement andstructure of the ballast water recovering apparatus which provides anumber of improved features overthe apparatus heretofore known. Thestructure embodying our invention is composed of two principal operatingparts, a pre-cooler and a condenser.

The pre-cooler is connected to the exhaust outlet of an engine whichoperates the propellers of the airship. The temperature of thepre-coolcr remains relatively high during operation of the apparatus onaccount of the exhaust gases from the engine passing directlytherethrough. Initial cooling of the exhaust gases passing through thepre-cooler is accomplished by the admission of-an air blast drawnthrough a conduit surrounding the pre-cooler and which passes about theengine throu h pipes which lead to a heating apparatus a apted to heatthe dining room, living quarters, kitchen, and the gangways of theairship. However the temperature of the exhaust gases is stillrelatively high after they have passed through the pre-cooler.

The second operative part of the apparatus, which is designated as acondenser, is partially disposed adj acent the outer surface of theairship, one side thereof being exposed to the atmosphere. A sootabsorber placed between the pre-cooler and condenser separates theunburned particles and soot from the exhaust gases, which are thendirected into the condenser. This prevents the heat conductivity of thecooling surface of thecondenser from being affected unfavorably by thedeposition of a heat insulating coating of soot on the interior surfacethereof. The condenser is composed of a number of sections whichereprovided with corrugated outer. surfaces, the corrugations extendinglongitudinally of the airship and being tapered at their ends. Thecorrugated sections are arranged circumferentially about a portion ofthe airship between the outer circumferential girders of the main ring.By this arrangement each section is so disposed that it receives freshcooling air at all times. After the temperature of the exhaust gases isconsiderably reduced in the condenser, the water vapor contained thereinis condensed and drained, by means of pipes, into water receiving tanksconveniently located, preferably adjacent the engines of the airship.-

A pump operated by each airship engine may be employed for forcing therecovered water to the ballast tanks, if desired.

For a better understanding of our invention,reference may now be had tothe accompanying drawings forming a part of this specification, ofwhich;

Fig. 1 is a fragmentary elevational view of an apparatus embodying ourinvention, illustrated as being installed between the main structuralelements of an airship main ring;

Fig. 2 is a cross-sectional view, on an enlarged scale, of an apparatusemployed in initially cooling the exhaust gases from the airship engine,the section being taken substantially along the line II-II of Fig. 1;

Fig. 3 is a fragmentary elevational view of one side of the airshipshowing the apj paratus embodying our invention installed thereon, artsbeing broken away for the sake of c earness,'the view being takensubstantially at right angles to the view shown in Fig. 1; p Y

,Fig. 4 is a fragmentary elevational view illustrating the connectionsbetween the several sections of a condenser embodied in our invention 5I T Fig. 5 1s a fragmentary elevatlonal view illustrating theconstruction of an air blast conduit surrounding the exhaust conduits ofthe airship engine;

Fi 6 is an elevational larged scale, illustrating one of the sections ofthe condenser constituting a part of our invention;

Fig. 7 is a fragmentary cross-sectional view of one of the condensersections, the section being taken substantially along the line VIIVII ofFig; 6;

Fig. 8 is a plan view of one of the condenser sections, the view beingtaken substantially at right angles to the view shown in Fig. 6.;

Fig. 9 is a fragmentary elevational view, on an enlarged scale, showingdetails of construction of the device embodying my invention;

Fig. 10 is a fragmentary elevational view, on an enlarged scale, similarto the .view

shownin Fig. 9, the view being taken at ri ht angles thereto;

ig. 11 is a cross-sectional View, on an enlarged scale, of an exhaustoutlet,'the view bein taken substantially along the line XI-I of Fig. 9;a

Fig. 12 is an elevational view, on an enlarged scale, of a waterseparator employed in conjunction with the condenser shown in Fi s. 1and 3; and ig. 13 is a plan view, on an enlarged scale, of the waterseparator shown in Fig. 12, arts being broken away for. the sake of cearness.-

Our invention, as racticed, is embodied in an airship provi ed withtransversely disposed main rings 12, intermediate or auxiliary rings-13and longitudinally extending' girder elements 14 secured to the main andauxiliary rings. The main rings 12 are each composed of outercircumferential irders 15 and an inner circumferential girder 16. Diaonally disposed bracingstruts 17 connect t einner and outer girders 15and 16. Adjacent the lower portion of the main ring a longitudinallyextending gangway structure 18 is provided, the uppen portion of whichpartially supports a platform or floor 19 of an engine room, theplatform being further supported by the outer main ring elements 15, asshown at 20. Additional bracing members '22 and 23 are secured to themain ring around the engine room in order to insure a sufiiciently rigidview, on an en-.

structure to support an internal combustion engine 24, which ismountedupon a pedestal 25 The engine 24 is provided with a ropellershaft 26, extending through the si e of the airship, and is inclosedwithin a housing 27.

The propeller shaft. carries a gear housing The. engine 24 is providedwith an exhaust conduit 34, Which 1S of considerable length and extendsvupwardl within the space de-.

fined by the outer an inner circumferential elements 15 and 16. At theupper end of the exhaust pipe 34, an offset pipe section 35, as bestillustrated in Fig. 10, is provided with a valve 36 and projects beyondthe outside of the airship and extends to one of the bracing struts 30.A discharge opening 37 within the strut 30, communicating with the pipe35 extends a sufficient distance from the airship surface to avoid avpossibility of hot exhaust gases beingblown against the airshi envelope.

' Un er ordinary conditions of operation, the valve 36 is closed and theexhaust gases are directed from. the exhaust pipe 34 through an openvalve 38 into a second conduit 39, which is designated as a pre-cooler.A flexible joint 40-is disposed between the pre-cooler 39 and theexhaust pipe 35 for the purpose of permitting expansionand contractionof the pr'e-cooler and exhaust pipes under varying conditions oftemperature. The re-cooler 39 is com osed of a plurality o pipes 42(Fig. 2 through which the exhaust gases are directed. By directing thegases through several pipes of presented than the surfaces which wouldbe presented by a single conduit. At the top of the pre-cooler 39 theexhaust gases are again-confined and directed through a single p1e43.'-.For the purpose of initially cooling the exhaust gases passing throughthe pipes 34 and 42, an air conduit 44 is provided, which is connectedadjacent its upper end to the pre-cooler, as indicated at 45, and aportion of the conduit extends outwardly beyond the surface of the'airship in the form of an air scoop 46. A suitable valve 47 controls theflow of air through the conduit 44. The air conduit 44 surrounds thepre-cooler and extends downwardly beyond the lower end thereof, aflexible joint 48 being provided intermediate the ends of the conduit tocompensate for expanslon and contraction thereof. -Adjacent the lowerportion of the precooler 39 the air conduit 44 is provided with anoffset portion 49, which communicates with a lower air conduit section50, the latter of which surrounds the exhaust pipe 34 this sort, morefavorable cooling surfaces are of they engine. An additional flexibleconnection 52 is provided for the ofi'set portion 49. The lower portion50 of the air conduit is divided into forked members; 53 and 54, as bestshown in Fig. 5, extending on each side of the engine 24. A heatingsystem, a portion of which is indicated at 55, receives Warm air, whichis drawn through the air conduit and is conveyed tovarious parts of theairship for heating purposes. If it is not desired to utilize the Warmair, it is per.- mitted to escape to the atmosphere through a valveopening 56.

In order that an air stream may-be supplied to the exhaust pipe andpre-cooler, whenever the engine is running the air conduit 50 isprovided with a fan 57, which is mounted upon a shaft 58 and is drivenby means of a belt 59 operated by pulleys 60 and 62, mountedrespectively upon the shafts 58 and 26.

After the exhaust gases have passed through the pre-cooler and have beenpartially cooled, they are directed into an apparatus 63, which isdesignated as a soot absorber and which .is connected to the pipesection 43 and serves the purpose of separating unburned foreignparticles and soot from the exhaust ases. A suitable receptacle 64 isprovided fbr receiving the soot.

The exhaust gases are directed from the soot absorber 63 through a pipesection 65,

into a condenser66, constructed of a plurality of sections 67, one sideof each section bein exposed to the atmosphere and corrugate asindicated at 68. The condenser 66 is preferably located between and issupported by the outer main ring elements 15, this location beindesirable because the relatively great stability of this part of the airship prevents the engine vibrations from ad versely affecting thecondenser. As best shown in Figs. 6 and 7, each section 67 is providedwith an inlet connection 69 at one corner thereof, and at a diagonallyopposite corner, a similar outlet connection 70 is provided. The ends ofthe corrugations are tapered, as indicated at 71, and are in directcommunication withthe inlet and outlet con nections 69 aid 70. Each ofthe sections 67 is secured to the adjacent sections-by means of flexiblejoints 72, the upper section communicating directly with the pipesection 65. From this structure, it will be observed that the exhaustgases pass alternately from one side of the condenser to the other,through the respective sections 67. Owing to the fact that the surfaces68 to the atmosphere are corrugated, the area of the condenser coveringthe ships surface can be comparatively small to cool the gasessuificiently to cause water of condensation to form within thecondenser.

In the event that it is desirable to reduce the effective area of thecooling surface of of the condenser exposed.

the condenser, a plurality of the upper sections 67 may be disconnectedfrom the pipe of the' condenser. A plurality of valves 74.

and 75 are provided which are adapted to be opened in order to permitthe exhaust gases to pass adjacent the up er sections 67 through thebypass 73. hile the valves 74 and 75 remain open, similar valves 76 and77, controlling theflow of gas to the upper sections of the condenser,are closed to prevent exhaust gases from passing therein. By adjustingthese valves and also by adjusting the valve 47 the exhaust gases in thecondenser 66 may at all times be maintained at a proper temperature withrespect to the outside atmosphere. Thus the apparatus is adapted tofunction effectively when the atmospheric temperature is relativelyhigh, as Well as being adapted to prevent freezing of the water ofcondensation when the atmospheric temperature is relatively low.

We have found that it is desirable to pro vide means for draining waterof condensation from the sections as rapidly as possible. In order toperform this function, drain pipes 78 are connected by means ofauxiliary pipe sections 7 9 to the lower portions of the lower condensersections. It is not necessary to provide drain pipes in the uppersections because the exhaust gases are not sufliciently condensed torequire such drainage until they have passed through two or three of thecondenser sections. Drainage of collected water of condensation throughthese pipes renders the conductivity of the condenser sectionsrelatively more effective. The pipes 78 converge at a point 80 and anextension pipe 82, connected at the converging oint 80 extends into atank 83, which is a apted to receive the recovered water ofcondensation.

At the lower end of the condenser 66 a pipe section 84 is provided,through which the exhaust gases are fed into a water separator 85 (Figs.12 and 13). This separator is provided for the purpose of finallycollecting any water of condensation, which may remain in the exhaustgases, after they have passed through the main condenser 66. The gasesare thrown against baflle plates 86 of the water separator, which drainthe water of condensation from the gases, the water being carried intothe tank 83 through a drain pipe section 87, which is connected to theother drain pipe 82, or it may be connected directly to the tank 83. Thecool and dry exhaust gases then escape to the atmosphere through a pipesection last tanks, above mentioned and not shown,

and by operation of the pump the water is forced into these tanks. v

In the event it is not desired to recover the water of condensation fromthe exhaust gases, the valve'36 is opened and the valve 38 is closed,thus permitting the gas to escape through the opening 37 without passingthrough the pro-cooler and through the condenser.

During extremely warm weather, it may happen that the atmospherictemperature 18 high enough to prevent the exhaust gases from beingsufficiently cooled to be thoroughly condensed. Under such conditions,

the valves 36 and 38 are partially opened in order to permit a portionof theexhaust gases to escape through the opening 37, while theremainder passes through the precooler and thence through the condenser.

This permits a relatively lesser quantity of gas to pass through thecondenser and it will thus be apparent that the reduced amountof gaswill permit the condenser to eifect a relatively greater condensingaction thereon, thereby making it possible to con dense a largerpercentage per pound of exhaust gases or steam vapor.

From the foregoing description, it will be apparent that we have deviseda very eflicient and simple apparatus, whose elements are convenientlyaccessible and which is peculiarly adapted to be employed in conjunctionwith internal combustion engines of the type installed in airships. Itis to be understood that the system of condensing exhaust gases, asherein disclosed, is also adapted for use in airships whose engines aremounted in pilot cars, located outside the airship superstructure.

Although we have illustrated but one form which our invention may assumeand have described in detail but a single application thereof, it willbe apparent to those skilled in the art that it is not so limited butthat various minor modifications and changes may be made therein withoutdeparting from the spirit of our invention or from the scope of theappended claims.

What we claim is:

1. A ballast water recoverer for an airship provided with an internalcombustion engine and comprising means for conveying exhaust gasestherefrom, a conduit surrounding the means, a device operated by theengine for drawing a current of air from the atmosphere through theconduit, a con denser exposed to the atmosphere and a soot collectingdevice connected to the exhaust conveying means and to the condenser.

2. A ballast water recoverer for an airship provided with an internalcombustion engine comprising a plurality of spaced members adapted toreceive the exhaust gases from the engine, means for forcing an aircurrent around the spaced'members, a condenser composed of corrugatedsections disposed substantially about the surface of the airship and asoot collector providing a connection between the spaced members and thecondenser.

3. A ballast water recoverer for an airship provided with a transverselydisposed main ring and with an internal combustion engine, comprising aplurality of spaced members adapted to receive the exhaust vided. with atransversely disposed main ring comprising outer and innercircumferentially extending girders and with an internal combustionengine comprlsmg a plurality of spaced members ada ted to receive theexhaust gases from t e en e,

means for forcing an air current aroun the spaced members, a condensercomposed of corrugated sections disposed adjacent the surface of theairshi circumferentially thereof, said sections being locatedsubstantially between the outer circumferential girders of the mainring, the corru ations of the sections being disposed longitu inally ofthe airship, each corrugated section being provided at its oppositeextremities with an inlet and an outlet extending laterally of thecorrugations and in direct communication therewith. 1 I

5. A ballast recoverer for-an airship provided with a transverselydisposed main ring comprising outer and inner circumferentlallyextending girders and with an 1nternal combustion engine comprising aplurality of spaced members adapted to receive the exhaust gases fromthe en ine,

means for forcing an air current aroun the spaced members, a condensercomposed of corrugated sections disposed adjacent the surface of theairship circumferentially thereof, said sections being locatedsubstantially between the outer clrcumferential girders of the mainring, the corrugations being tapered toward their opposite extremities,and a soot collector constituting a connection between the spacedmembers and the condenser 6. A ballast water recoverer for an airshipprovided with an internal combustion engine comprising a plurality of,spaced hollow members adapted to receive the exhaust gases from theengine, means operated by the engine for drawing a current of air fromthe atmosphere around the a condenser composed of corrugated sectionsdisposed about the surface of the airship, a device for collecting sootdisposed between the hollow members and the condenser, means for closingcommunication between the spaced hollow members and a plurality ofcorrugated sections to reduce the effective cooling area of thecondenser.

7. A ballast water recoverer for an airship provided with an internalcombustion engine comprising an exhaust apparatus including a pluralityof spaced passageways, a, conduit surrounding the exhaust apparatus,means for forcing an air current through the conduit, a condensercomposed of a plurality of corrugated sections communicating with theexhaust apparatus and a by-pass provided with valves adapted to controlthe flow'of exhaust gases through a plurality of the corrugated sectionsto vary the effective area of the cooling surface.

8. A ballast water recoverer for an airship hollow members,"

the airship superstructure respectively, a

flexible joint between the rigidly connected ends of the exhaustapparatus, means for cooling the exhaust apparatus including a.

. fan for creating a current of air about the exhaust apparatus, adevice for collecting soot from the engine exhaust and a condenserconnected to the exhaust apparatus adjacent the soot collector. A

9. The combination with an airship provided with a transversely disposedmain ring and an internal combustion engine mounted in the main ringbetween the inner and outer circumferential structural members thereof,of a ballast recoverer comprising an exhaust apparatus disposed betweenthe outer and inner circumferential main ring structural elements, and acondenser provided with a corrugated surface connected to the exhaustapparatus, the inner surface contour of the outer wall of the condenserbeing substantially the same as the adjacent contour of the airship, theouter surface of the condenser being corrugated and projecting outsidethe contour of the airship.

In witness whereof, we have hereunto signed our names.

HERMAN RICHARD LIEBERT. WILHELM FISCHER.

